Construction of an airport at Mertarvik is critical, as the area has no roads connecting it to other communities. Once relocated to Mertarvik, the Newtok community will rely heavily on air transportation for travel, movement of supplies, and emergency medical evacuations.

In 2007, the Alaska Department of Transportation and Public Facilities (DOT/PF) initiated an airport relocation reconnaissance study. In December 2009, a follow-up study was commissioned for site selection and development of an Airport Layout Plan.

Figure 1, below, shows the alternatives considered for an airport at Mertarvik.

The Newtok Airport Relocation Reconnaissance Study (PDC Inc. Engineers, March 2008) established the purpose and need, the facility requirements, and the potential locations for the airport. Six initial alternative airport locations were developed through map studies and input provided by local residents and pilots. Additional information provided by the public and pilots resulted in the elimination of three of those sites from further consideration. The remaining three alternatives (Alternatives 1, 3, and 4) were then compared based on the following criteria:

Range of orientation for wind coverage, based on wind data from nearby communities and pilot reports

Proximity to the new community; community planning efforts after the reconnaissance study was completed resulted in a change in the community site

Airspace penetrations

Environmental considerations

Topography and soils (based on limited mapping)

Site development and maintenance costs

Proximity to material sources and the barge landing

The Mertarvik Airport Site Selection Study was completed in December 2012. This study determined that Alternative 1/1A would be the easiest to access and the most cost-effective to construct, operate, and maintain. This airport is also closest to the community, which during inclement weather is a very important factor. While nearby, the airport site is far enough away to allow for community expansion well beyond the boundaries shown for development.

Additional engineering analysis determined that an “optimized” single-runway (see Figure 2, below) oriented at 138° would be the preferred build alternative. At 100 feet wide and within a 300-foot safety area, this runway would provide sufficient wind coverage without the need for an additional crosswind runway. Staged construction of Alternative 1.1 would allow for operation and use of the airstrip while it is gradually expanded to its ultimate size of 4,000 feet by 100 feet. .